Motor vehicle



Mar. 13, 1923. 1,448,072

T. J. LITLE, JR

MOTOR VEHICLE Filed June 25, 1917 2 sheets-sheet 1 )NVENTOR.

Mar. 13, 1923. 1,448,@72 T. J. LITLE, JR

MOTOR VEHICLE Filed June 25, 1917 2 sheets-sheet 2 as 1 as as 30 as 35 B7; II.

38 l "am? 'i INVENTOR,

A TTORNE Y.

FFICE.

THOMAS J. LITLE, .13., OF DETROIT, MICHIGAN, ASSIGN 'OR TO CADILLAC MOTOR CAR COMPANY, OF DETROIT, MICHIGAN, A CORPORATION OF MICHIGAN.

MOTOR VEHICLE.

Application filed June 23, 1917. Serial 1W0. 176,595.

To all whom it may concern:

Be it known that I, THOMAS Jr., a citizen of the United States, and resident of Detroit, \Vayne County, State of 5 Michigan, have invented certain new and useful Improvements in Motor Vehicles, of

. which the following is a specification.

This invention relates to hydrocarbon motors, and particularly to improvements in eration "under extremev climatic conditions. Another object of this invention is to I provide a simple and efiicient means for maintaining the carburetor air supply and motor induction pipe at satisfactory temperatures.

I have discovered that the induction pipe of an internal combustion engine may be most efiiciently heated by means of the exhaust gases, by connecting the jacket as a by-pass in the exhaust-system, rather than by leading the exhaust gas into the jacket at one end and discharging it into the atmosphere at the other end. It is found that when the latter arrangement is used, the fluctuating pressure of the gas'within the exhaust pipe will result in a Partial vacuum in the heating jacket at times, thus causing cold air or air at the temperature of the atmosphere to be drawn in the jacket outlet.

I have also discovered that by connecting one port of the heating jacket to one part of the. exhaust system, and connecting another port of the heating jacket to another part of the exhaust system, a surging action-through the jacket is set up, the velocity of which will depend upon the frequency of the gas impulses within the exhaust pipe. In the preferred embodiment '45 of my invention, I have used a U shaped gas induction pipe arranged between multi linder blocks mounted in y relation, with lie opposite ends of the induction ipe connected with an inlet port to each of the blocks. Each block is provided with an exhaust manifold and the induction pipe.

jacket is'provided with a pair of ports, each connected, with one of the exhaust pipes.

It will be noted that if this arrangement is applied, to an eight cylinder, four cycle J. LI TLE,

tion engine, and for maintaining it in op-.

motor, timed to fire alternately in opposite blocks, there will be four' explosions each revolution, with two explosions in each block. This will result in the creation of two alternating periods of high and low pressure in each exhaust pipe per revolution; and with the heating jacket connected to each of the exhaust pipes, there will be a surging. of exhaust gases through the jacket of the same frequency as thepressure variations. The heating' efiect on the induction I pipeand its temperature for varying conditions may be controlled by regulating'the amount of the surge byvarying the communication'of the jacket with the exhaust pipes. I have, however, discovered'a remarkable constancy in ratio between the heat required by the incoming gas to maintain a given temperature and the heat in the gas discharged into the exhaust pipes.

In other words, the heat regulation for varying throttle positions of the motor throttle is substantially automatic in this respect.

It will, of course, be understood that the novel discovery of the surging action in a by-pass of a motor exhaust system may be used for other heating purposes. object, therefore, of my invention is to provide a novel and improved internal combustion heating device, especially adapted for use in maintaining an element of an internal combustion engine at a desired temperature.

These, and various other objects will more clearly appear from the following description, taken in connection with the accom= panying drawings which form a part of this specification, and in which:

Figure 1, illustrates an end elevation, with portions .broken away, and others in sec- Another I tion, of a V type multi-cylinder, four cycle,

hydrocarbon motor, preferably having eight cylinders;

Figure 2 is a plan, diagrammatic view of a carburetor, and a gas induction pipe apre 4 is a vertical section,- substantially relation, a pair of blocks 11,'each preferably comprising four cylinders' Each block is provided with intake ports 12 and exhaust ports, one of which is illustrated in dotted line at 13 in Figure 1. The ports are adapted tobecontrolled by the usual poppet valve members 14 and cams 15 on a .shaft 16,.

suitably mounted in bearings 17 of the crank case. The cylinders are of course provided with the usual pistons 18 and connecting rods 19, coupled with throws 20 of the crank shaft 21, suitably mountedin the crank case 10. A inanifold'22 is-arranged along a side face of each of the cylinder blocks 11 with it its ports 23 in registry with the exhaust ports 13 of that block. The exhaust manifolds areadapted to be secured in position -as by bolts 24.

between the, blocks with the A U shaped induction pipe 25 is arranged orts 26 which are formed in its opposite en s, each in registry with a passage leading to the intake ports 12 of one of the cylinder blocks. This manifold is secured in position as by bolts 27. "The induction pipe is formed with a surrounding jacket 28, provided with hollow 3 arms 29, each'having a port 30 joined by a nipple 31 with the interior 32 of one of the exhaust manifolds 22. It will be understood that with an eight cylinder, four cycle motor having the ignition arranged to fire alternately in opposite cylinders,"there" will be two explosions in each block which will communication of the jacket with the ex- .haust pipes. v p

I havefshown' mounted in each connecting nipple 31, a butterfly valve 33. A by-pass 34 is formed in the nipple around the valve,

so that when it isin closed position, there is a Y restricted communication between the jacket and the exhaust manifold. This by-pam restriction may be "varied by an adjustable screw 35. Thebutterfly valves 33 are each provided with an armv 36, which are connected-by a'link 37 and the valves are adapted to be simultaneouslyv operated by means which will bedescribed hereinafter.

Y The induction ipe 25 is provided intermediate its ends with an inlet port 38, over w which is suitably arranged the outlet of a. carburetor 39 which is .secured in position as by bolts40.' The carburetor is provided with the usual fuel chamber "41, float valve 4 mechanism '42 and afuel nozzle 43, adapted to discharge as at 44, into the lower end of a Venturi tube 45.

Arranged between the f e bowl 41 WI trunnioned as at on the the mixing bhamber 46 of the carburetor are acover 47, anda diaphragm 48 for supporting the Venturi tube 45. The cover member is formed with upwardly extending lugs 49 which serve to space the. cover from the to surround one of the exhaust pipes 22 inspaced relation thereto.

The hood is provided with an outlet 56 which may be connected by a conduit 57 with the air port 53.

It will be noted that the air drawn intothe conduit must necessarily flow over the heatedexhaust pipe into the hood 54, whereby the temperature of the air is raised considerably. For heating the primary air for starting purposes, before the exhaust pipe 22 has been raised to the desired temperature, I have inserted in the conduit 57 a pipe 58 preferably formed of a high resistance metal such. as microme. This pipe is adapted to be insulated at one end as by bushing 59, from the conduit and may be grounded at its other end as at 60 on the primary air port nipple 61. An electrode 62 at one end of the resistance pipe 58 may be connected to a suitablesource of current as by a conductor 63. I prefer to energize this heating unit just prior to starting the motor for drawing in heated air to volatilize the heavier oil such as kerosene, when themotor is turned over by the usual power driven starter. Of course, after the motor is in operation, the exhaust pipe will serve as heat the incoming primary air.

The main body of the carburetor is provided with a laterally extending portion 64 in the lower wall of which is formed an auxiliary air port 65, over which is arranged a 'flapvalve 66 which is pivotally mounted on thechamber as by a trunnion 67. The valve 66 is adapted to. be malntalned normally closed by means of a spring 67 one endof which is secured to a lug 68 on the valve and the other end of which is con- 1 nected under compression to the lower arm 69 of a choke operating device, which s auxiliary air valve chamber.'- j, Y W i A thermostat comprising a fiexiblecorrugated side wall 71, a-movable end'wall 72 andarelatively stationary end wall {73 is adapted to be filled with a" volatile l quid such aslether. The lower end wall is formed with an opening in-which is fitted a stand-. pipe 74 having its lower end open to the int i pft-he thermostat and its pper end is adapted to be connected with a branched tube 75 having the ends 76 of its opposite.

in temperature by a shell 77 and the tube- 7 is also covered by a suitable insulation.

The lower wall 73 0f the thermostat is of course anchored by the connected tube 75 and any variations in the temperature within the induction pipe will cause an expansion or contraction of the liquid within the tube 75 and the thermostat. perature rises, it will carry the wall 72 of the thermostat upwardly, with a like movement of a rod 77 which is connected therewith. This rod, which is adjustably con- I nected as at 78 with one arm of a T shaped crank lever trunnioned at 79 on the carburetor, will at the same time, permit the end 80 of said T shaped lever to be pulled by the spring 80' and close the shutters 33 through the connecting link 37. It will also be noted that the T lever has the arm 81 which is adapted to be raised upwardly by an arm 82 of a bell crank trunnioned as at 83 and which is also provided with another arm 84 coupled by a link 85 with the auxiliary air valve choke device. The arrangement is such that when the air valve choke is operated to increase the compression of the auxiliary air valve spring 67, it will increase the opening of the shutters. 33, which will of course increase the heating effect of the exhaust gases on the induction pipe 25. In other words, when the fuel mixture is enriched, the induction pipe temperature is simultaneously raised and provision is also made for thermostatically controlling this temperature.

While I have described and will specifically claim what I deem to be preferred ,forms of my invention, it will be obvious to those skilled in the art, that various modifications and changes may be made without departing from the spirit and scope hereof.

Having thus described my invention, what- I claim and desire to secure by Letters Patent is:

. 1. The combination with an internal com-- mostatically controlled means for regulating the flow of exhaust gas'into and out from said jacket.

- 2. The combination with an internal combustion engine provided with an exhaust system, having different portions in which there occur simultaneously periods of rela- As the templurality of ports, connections between each of said ports and one of said portions,

whereby a vibrant surging of gas is set up communication of each of said elements with said ports. v

4. The combination with an internal .combustion engine having a plurality of exhaust elements in each of .which alternately occur periods ofhigh and low pressure, of a gas induction pipejprovidedwitha jacket having ports arranged at. its opposite ends and each connected with one of said elements, a carburetor connected with said induction pipe and having a mixture regulating device, and means connected with said device for regulating the communication of said elements with said ports.

5. The combination 'th' an internal combustion engine havinga plurality of exhaust elements in each of which alternately occur periods of high and low pressure, of-

a gas induction pipe-provided with a jacket having ports arranged at its opposite ends and eachconnected'with one of said elements, a. carburetor connected with said induction pipe and having a mixture regulating device, thermostatic means for varying the communication ofsaid elements with said ports, and means connected with said device for regulating the communicaan exhaust port at its inner face, an exhaust manifold connected with the exhaust ports of each of said blocks, an induction pipe arranged between said blocks with its opposite ends connected with the intake ports of said blocks; said induction pipe being provided with a heating jacket hav ing ports at its opposite ends eachconnected -tion of said elements with said ports, and

with one of said exhaust pipes, a carburetor connected with said induction pipe inter- 'mediate its ends, valve means for regulating the communication of said jacket ports with s'aid'exhaust pipes, and thermostatic means for actuating said valvemeans.

7. In an internal'combustion engine, the

combination with aplurality of cylinder blocks arranged in V relation, each block 1.0 v-.nected"with said induction pipe intermediate its ends, valve means for regulating the communication of said .jaclqet ports with being provided with an intake port and an exhaust port atits inner face, an exhaust fmanifold connected with the exhaust ports of each of said blocks, an induction pipe ar- "ranged between said blocks withits opposite ends connected with the intake ports of said blocks, said induction pipe being provided with a heating jacket having ports at its opposite ends each connected with one of said exhaust pipes, 'a'oarburetor consaid exhaust pipes, and thermostatic means blocks arranged in V relation, each block for actuating said valve means, said thermostatic means being adapted to be affected by variations of temperature within said duction pipe.

8. In an internal combustion engine,- the combination with a plurality of cylinder being provided with an intake port and an exhaust port at its inner face,'an exhaust manifold connected with each of said'blocks in communication with the exhaust port thereof, an induction pipe arranged between duction pipe intermediate its ends, valve -means for regulatin the communication of said jacket ports with said exhaust pipes,

thermostatic means for actuating said valve means, a mixture-regulating device for said.

carburetor, and an inter-connection between said device and said valve means'for.operatin the device and valves simultaneously.

n testimony whereof I afiix mysignature.

THOMAS J.'LITLE, JR. 

